Aircraft propeller



H. M. MccoY 2,437,701 AIRCRAFT FROPELLER` Filed June 7, 1943 3 Sheets-Sheet 2 WWE March 16, 1948.

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/A/ve N rop Patented Mar. 16, 1948 UNITED sTATEs PATENT OFFICE AIRCRAFT PROPELLER 1 Howard M. McCoy, Fairfield, Ohio Application June 7, 1943, Serial N0. 489,947

1s Claims. (ci. 17o1s (Granted under the act oi' VMarch 3, 1883,A as

amended Apx'iyl 30, 1928; v370 0. G. 757) The invention described herein may be manu factured and used by or for the Government for governmental purposes, without the payment to me of any royalty thereon.

This invention relates to aircraft propellers, and particularly, to mechanisms by lwhich the blade pitch may be automatically controlled, the mechanism being of that type wherein power for making changes in the blade pitch is derived from the aircraft engine itself.

The function of a variable pitch propeller is to maintain a constant engine speed for any given power application, irrespective of flight attitude or air density. Whenever, therefore, for a given power application, the revolution speed of the engine is too low for best efciency, the blade angle is decreased to allow the engine to speed up and whenever for a given power application, the revolution speed of the engine is too high for best eilciency, the blade angle is increased to bring the speed of the engine down to the selected normal.

It is therefore an object of the invention to .provide an effective but inexpensive mechanism which will sense the need for a change in blade angle, measure the amount of the change, and automatically make the necessary change without the attention of the pilot.

In normal level flight, the necessary changes in pitch angle from one moment to the next are usually very slight, so that a mechanism which will respond fast enough to change pitch at a rate of several degrees per second is usually quite satisfactory for this purpose, yet many occasions arise where a sudden change in iiight attitude or air density may require so considerable a change in blade angle that it is highly desirable to change tothe new angle at a much faster rate.

It is therefore another object of the invention to provide mechanism which will sense not only an off-speed condition, but will sense the magnitude of the off-speed condition, whereby a relatively low rate of pitch change will be had when the amount of the change required is small, and an appropriately higher rate of pitch change will be had when the amount of change is large, with an infinite number of intermediate ratios of pitch change which may vary by infinitesimal increments between the low rate and the high rate.

Other objects and advantageous features will become apparent as the accompanying description is considered with reference to the drawings wherein,

Fig. iis aview shown partly in vertical axial section and partly in elevation through a propeller` having pitch change mechanism which incorporates my improvements.

Fig. 2 is an enlarged detail view of a yield-- able drive which is interposed between rone of the gears and its shaft.

Fig. 3 is an end view showing an arrangement of the pulleys of the mechanism.

Fig. 4 is a fragmentary view showing one of the stops which are provided to limit pitch n change.

Fig. 5 is a schematic view showing a pitch change mechanism similar to that shown in Fig. 1 except that the centrifugal governor in Fig. 5 acts through an electric servo mechanism to change the pitch.'

Fig. 6 is an enlarged view of an electrically operated combination brake and clutch which is employed as part of the servo mechanism 'of Fig. 5.

Fig. 7 is an enlarged view of a differential gear mechanism which is employed as part of the servo mechanism shown in Figf5.

Fig. 8 is a schematic view showing a hydraulic analogy of the electric servo mechanism of Fig. 5.

Like reference characters refer to like parts throughout the drawings.

Referring to the drawings, and more particularly to Fig. 1, a propeller hub IIJ at the forward end has two oppositely extending elongated bosses I2, upon which the hollow Shanks I6 of the propeller blades are rotatable. Worm wheels I8 are attached to, orA integral with, the Iblade shanks I6, each worm wheel being meshed with a worm 20, the shaft 22 of which is rotatable in an elongated bearing 24, which is supported by a bracket 26 extending outwardly from a ring 21 fast on the mid portion of the hub I0. Annular discs 28, fast on the fbosses I2, are provided with arcuate slots 30. Pins 32 extend from the blade shanks near the periphery into slots 30 to limit rotation of the blades on their axes.

Carried on the hub I0 for unitary rotation therewith is a gear 34, and fr ee to rotate between gear 34 and the ring 21 is a cluster gear 36 which comprises a sleeve 38 with gears 40 and 42 integral therewith, or otherwise secured thereto. Pinions 43, fast on the end of the shafts 22, are in mesh with the gear 40. Runningly tted tothe outside of the sleeve 38 is a housing 44 winch is held against rotation by a. bracket 46 which extends from the rear end of the hous- 3 ing, the bracket being secured to the nose oi the engine 48 by bolts 50.

Two countershafts 525 and 54 are rotatably supported in the walls of the housing, which may be closed, as shown. or be in the form of anopen frame. A pinion 56 fastkon the shaft 52 is in mesh with the gear 34. A V belt-pulley 60 has the one half 58 fast on the shaft 52, the other half 62 being sldable axially on splines 64 carrled by the shaft. The pinion 66 is yieldably secured to the shaft 54. as shown in the enlarged view, Fig. 2, the shaft having depressions 68 into which balls are pressed :by springs 12, the springs being held under compression by screws 14. Pinion 66 is in mesh with the gear 42 whereby it rotates the propeller blades on their axes through the gears 42 and 40, pinions 43, vworms 20 and worm wheels |8. The springs 12 `apply sufllcient inward pressure to the balls 1,0 to enable the shaft 64 to drive the pinion 66 -against the normal resistance which the blades offer to rotation. but allow slippage of the shaft 54 in the pinionI 66 upon supernormal resistance of the blade, as, for instance, when the limit pins 32 encounter the ends 0f the slots 30.

A V belt-pulley 16 has the one half 18 fast on the shaft 54, the other half 80 being slidable ax-l iallyon the splines'82. A sleeve 84, slidable on thepropeller hub I0, at the forward end has antrifugally operative members 92 are hinged at 94,V

to brackets 96` ori the propeller hub. Members 92 are in the form of bell cranks, at the-inner ends of which a roller 98 is rotatably supported, Roller 98 bears against an antiirictlon thrust bearing |00, which in turn, bears against the forwardend of the sleeve 84. Outward swinging of the main body of the member 82, therefore, moves the sleeve 84 rearward. A spring |02 acts against the sleeve 84 to move it forward.

Spring |02, at the rear end, abuts against a collar |04, which preferably has a relatively coarse pitch multiple thread |05 which is rotatable freely in corresponding internal threads in the housing 44. An operating arm |06 extends outwardly from the collar |04. Rotation of the collar by the operating arm moves the collar back and forth on the propeller hub, whereby the stress of the spring is decreased or increased. Suitable connections to the arm |06 may be made whereby the stress of the spring |02 may beremotely con-v trolled.

A V belt |08 encircles both pulleys 60 'and 16, and, in order to keep the belt from dragging on the propeller hub I0, two idler pulleys ||0 are rotatably supported in the housing 44. Idler pulleys ||0 may be free to rotate on shafts I I2 which may be held in slots ||4 so that adjustment for belt stretch may be made. It will, of course, be understood that the exact pulley arrangement shown need not be followed, since any arrangement employing two countershafts joined by *an automaticallyoperable, infinitely variable drive and having one countershaft drivably connected to the propeller hub and the other drivably connected to the propeller blade, will be considered within thespirit of the invention. Thus, the

4 idler pulleys may be eliminated by locating both countershafts on the same side of the propeller hub and relatively close together, whereby a shorter V belt may be used. As a further alternative, the drive between the two V belt-pulleys may be effected by using a. ring of the same V- shaped cross section as the belt |08, the ring being made of metal or other rigid material, arranged to closely encircle the two V belt-pulleys for driving one bythe other without the aid of any idler pulleys. Such a ring will be considered as broadly included in the term belt For any given stress of the spring 02 which is variable by movement of the arm |06, there is a corresponding propeller speed at which the centrifugal members 92 will assume the midway position shown in Fig, 1. In this midway position, the rollers 88 which preferably hold the sleeve 84 so positioned that the belt tracks of the V belt-pulleys are of equal diameters, provided, of course, that the ratio of the gear 34 to the pinion 56 is the same as the ratio of the gear 42 to the pinion 66. If these gear ratios differ, compensation may be made for the difference by an inverse ratio in the pulleys.

For purposes of description, it will be assumed that the gear-to-pinion ratios mentioned are equal, and that in the midway position of the centrifugal members 92, the pulleys 60 and 16 have belt tracks of equal diameter.

With gears and pulleys proportioned as above assumed `.and the centrifugal weights in the mid position shownthe Vgear 34, which is fast on the propeller hub, will drive the cluster gear 36, which is free on the propeller hub, at propeller speed. As long as there is no difference in the speed of rotation between the propeller hub and the 'cluster gear 36, the blades will, obviously, not rotate about their axes. This may be referred to as the equilibrium position. l

When the propeller overspeeds, the centrifugal members 92 swing out about the hinge pin 94, and the arms 86 and 98 will move rearward, that is, to the right in the drawing, which provides a belt track of smaller diameter on the pulley 60 and Conversely, when the propeller underspeeds,'

the centrifugal members 92 swing inward on the hinge pins 94, and the spring |02 moves the arms 86 and 88 forward, that is, to the left in the drawing, which provides a belt track of larger diameter on the pulley 60 and one of smaller diameter on the pulley 16. This causes again in rotations of the cluster gear 36 with respect to the propeller hub' I0, whereby the propeller blades A rotate clockwise, looking at the tip of the blades.

Movement of the arm |06, to change the stress of the spring |02, merely changes the Aspeed of rotation at which the centrifugal members 92 come to their center` position, the pulleys to .an equal diameter, and the blades into equilibrium.

If, for any reason, pitch adjustments', either in-l track of oneof the pulleys, then use a separate spring to yield or take up the belt on the other adjustable V belt-pulley, while in the present invention, the arrangement is such that, when the weight operates, it acts on a mechanism which positively increases the belt vtrack of one of the pulleys and, at the same time, positively decreases the belt track of the other pulley.

In the modification, Fig. 5, the same gear, pulley, and belt mechanism is employed as has hereinbefore been described with reference to Fig. l. The centrifugal governor of Fig. 5, however, acts through an electric servo mechanism to change the belt track diameters of the pulleys for changing the propeller pitch.

In Fig. 5, the arms 86 and 88, which shift the pulley parts 80 and 62, respectively, are carried on a sleeve |20 which is slidable axially on the propeller hub l0. An arm |22 extends radially from the sleeve |20. The servo mechanism for effecting pitch change is attached to the outer end of the arm |22. f

The electric servo mechanism in Fig. 5 comprises a fixed pitch-increase contact 24, a ixed pitch-decrease contact |26, and a movable contact |28 which is arranged to be raised into engagement with the pitch-increase contact or lowered into engagement with the pitch-decrease contact.

A centrifugal governor |30 has fiyweights |32 hinged to a gear |34 and adapted to swing outward upon overspeed to raise the movable contact |28 into engagement with the fixed contact |24, and a spring |36 adapted upon underspeed to force the weights inward and lower the movable contact |28 into engagement with the fixed contact |26. A rack |38 and pinion |40 is operable by a lever |42 to Vary the stress of the spring |36, thereby to vary the rotative speed at which the governor will assume the on speed condition shown in Fig. 5. The gear |34 is driven by a pinion |44, the speed of which is a function of the propeller hub speed. A manually operable switch |46 is operable to connect the common post |48 to the post |50 for governor operation; to the post |52 for manual pitch increase; and to the post |54 for manual pitch decrease.

A servomotor |56 has one field coil |64, which, when connected in series with the armature |60 through automatic engagement of the contacts |24 and |28'or manual engagement of the contacts |48 and |52, rotates the shaft |62 in thedirection of the arrow |65 to effect pitch increase,

" tact with the front wall of the housing. An elec- Mtrically energizable coil |80, located between the discs |10 and |12 is adapted upon energization to draw the disc |12 and its lining |14 away from the end of the housing and at the same time draw the discs together to effect clutching contact between the facing |16 and the clutch disc |10. With this arrangement, the clutch is always engaged when the motor is energized for rotation, and the brake is always applied whenever current is shut off from the motor.

A rod |82, extending from the arm |22 is en-J -laiged at |84, the enlarged part being internally tapered tol freely receive the threaded end of the shaft |86. A lug |83 on the part |84 is positioned to'close a switch 85 when the part |84 moves l'to the left as it does when the pitch is too high and should therefore be decreased, or

to close a switch |81 when the part |84 moves to the right as it does when the pitch is too low and should therefore be increased. A differential gear |88 is shown to an enlarged scale in Fig. 7, and comprises gears |90 and |92, fast on shafts |62 'and |86, respectively, pinions |94 in mesh with gears |90 and |92, a pinion carrier |96 to rotatably support the pinions, a bevel` drive gear |98 on the carrier, yand a, drive pinion 200 fast on a shaft 20| which is rotatably supported in the housing 202, the pinion being in mesh with the drive gear |98.

A follow-up motor 204 has two oppositely wound eld coils 206 and 208, the coil 206 being connected in series with the armature `2|0 when the lug |83 has moved to the left until it has closed the switch |85, and the coil 208 vbeing connectedv in series with the armature 2|0 when the lug |83 `has moved to the right until it has closed the switch |81. A, The direction of rotation of the follow-up motor 204 is always such that when the servomotor |66 moves the part 84 to the left for pitch decrease, the follow-up motor 204, through the differential |88, moves the lug |83 to' the right until it reaches the midway position shown in the drawing, and when the servomotor moves the part |84 to the right for pitch increase, the follow-up motor, through the differential, moves the lug 83 to the left until it reaches the same midway position shown in the drawing. To effectuate. this result, the coil 208 should be so wound that, when it is operative, the follow-up motor will rotate inthe direction of the arrow and another field coil |58, which, when connected in series with the armature through automatic engagement of the contacts |26 and |28 orr manual engagement of the contacts |48 and |54, rotates the shaft |62 in the direction opposite'the arrow to effect pitch decrease.

The servomotor |56 is provide'd with a clutch and brake mechanism |66; which is Ashown built and brake disc |12 fast on ashaft |62, Adisc! |12 being faced with @brake-liningV |14 on oneside j anda clutch lining |16 on the other, whereby the,

2| the coil 206 being lwound for rotation in the opposite direction.-

.i Asecond clutch and brake mechanism |66 hereinbefore described with reference'to Fig. 6,

, is built onto `the follow-up motor 204, the pinion f :ing that the armature rotates for one or two seckonds afterthe lug |83 opens the switch |85 or |81, whereby the lug coasts to, or substantially to motor willceasefrotation within relatively few ,7

`revolutions-after'the current isshut off.

A spring |18 in counterbored openings lbetween discs |10 and |12 holds the clutch facing |16 out of engagement with the clutch disc |10 and, at the same time, holds the brake liningl14 in conthe midwayposition shown, after each switch opening operation. A yrheostat 2|2 is connected in `series in the followup motor circuit for adjusting th ffollow up motor to the most effective speed. Aingle current source 2|4 is provided for 'both ther servo motor and the follow-up motor.

The operation of the mechanism shown in Fig.

, 51s Vsubstantially as follows:

.motors should be taken into account.

7 |30 will hold the contact |28 away from both the pitch-increase contacts |24 and the pitch-decrease contact |26, whereby no pitch change will take place.

If, now, the propeller load is lightened, as when the propeller enters a pocket of air of lesser density, or a change is madezfrom level night to a dive attitude, the propeller speeds up; the governor engages the contacts |28 and |24; the coil |64 of the servomotor-is connected in series with the armature |60; the servomotor |66 rotates in the direction of the arrow |65; the gearing in the differential |88 changes the direction of rotation so that the shaft |86 rotates in a, direction opposite the arrow |65; the thread 'on the shaft |86 draws the part |64 in thedirection of the arrow |89 for pitch increase; the diameter of the belt track of the pulley 18 increases and that of the pulley 60 decreases whereby the propeller blades start turning to an increased pitch.

Now, in mechanisms of this class, in which the follow-up motor 204 is omitted, the blades continue to turn toward the pitch-increase condition until the pitch is considerably overcorrested before the governor |30 causes engagement of contact |28 with |26 to reverse the servoniotor |66, whereupon pitch decrease continues until overcorrection takes place on the decrease side. This dangerous hunting is not present where a iolloweup motor is used for the following iGaSO'lI When an overspeed propeller causes the governor |30 to engage the contacts |28 with |24 to cause rota-tion of the servomotor |56, to move the part |84 in the direction of the arrow |89 for starting pitch increase, the lug |83, in avery short interval of time, closes the switch |81, which rotates the follow-up motor in the direction of the arrow 2| which rotates the threaded shaft |86 opposite to the direction in which it is rotated by the' servomotor |56.

The foregoing describes'the operation for pitch increase. Obviously, pitch decrease is effected in a similar manner when the governor |30 engages the contact |28 with |26. In determining the time in which the follow-up motor will return the pitch-adjusting mechanism to the equilibrium position after it has been disturbed by the servomotor, the relative speeds of the two So also should the distance which the lug |83 must travel left or right to close the switches |85 or |31 be carefully determined and adjusted since this determines' the period of time which the servomotor operates before the follow-up 'motor starts,

and, therefore, the degree of disturbance of the one-to-one relation of the pitch change pulleys before the follow-up motor brings them back to equilibrium. So also should the strength of the ,follow up motor brake spring |118 be carefully determined so that the armature 2 |0 will continue to rotate for perhaps one second after the current is cut off, thereby to coast to or substantially to the normal ratio postiion of the variable ratio drive.

In the modification shown schematically in Fig. 8, a hydraulic fluid under pressure is empioyed for operating the pitch changing mechanism.

A frame 2|6 has xed thereon a fluid pump 2|8, a fluid receptacle 220 connected to the intake side of the pump, a servo cylinder 222 to which the discharge side of the pump is connected, a follow-up cylinder 224, and a yball governor 226. The servo cylinder 222, the followand the ilyball governor 226 are up cylinder 224 frame in axial alignment with mounted on the each other.

An elongated servo piston 228 is axially slldable in the servo cylinder 222 and its piston rod 230 is connected to a follow-up piston 232 which is axially slidable in the follow-up cylinder 224. A piston rod 234 extends forwardly from the piston 232 and a link 236l is provided for connecting the rod 234 to the arm |22 of the pitch changing mechanism (see Fig. 5)

The elongated servo piston 228 is hollow and is bored to slidably receive a governor operated piston valve which consists of two small pistons 238 and 240 on a rod 242. The rod 242 is enlarged at its outer end and so associated with the flyweights 244 of the governor 226 that an increase in speed of the governor will move the rod 242 in the direction of the arrow 246. The yweights 244 are hinged to the gear 243 which is driven by the pinion 245. the speed of which is a function oi propeller speed. A spring 248 which is adujstable by the rack and pinion device 250 urges the rod 242 in a direction opposite the arrow 246.

Elongated ports 252 and 254 in the inner wall of the servo cylinder 222 are connected by pipes 256 and 258 to opposite ends of the follow-up cylinder 224. An elongated port 268 is connected to the outlet side of the pump 2|8. and two similar ports 262 and 264 are connected respectively by pipes 266 and 268 to the top of the receptacle 220. A relief valve 210 is included in the circuit to maintain a predetermined pressure at the outlet side ofthe pump.

Passageways 212, 214, and 216 extend through the wall of the hollow piston 228, the axial spacing oi the passageways being equal to that oi the ports 262, 260, and 264, respectively. Two additional passageways 218 and 280 extend through the wall of the hollow piston 228, the axial spacing of these two passageways being equal to that of the ports 252 and 254, respectively.

The two pistons 238 and 240 are of such axial thickness and are so spaced on the rod 242 that when the governor is in the on speed condition shown in Fig. 8, and the piston 232 is -midway in the cylinder 224, as shown, the pistons 238 and 240 will respectively just cover the passageways 218 and 280, and the link 236 will hold the split pulley mechanism (shown in Fig. 5) in the equilibrium state. The drawing shows the movable parts of the mechanism as they appear when in the on speed condition.

The operation of the hydraulic control means shown in Fig. 8 is substantially as follows:

As long as the propeller remains on speed, the governor weights 244 will remain in the midway position shown. When the propeller overspeeds, the weights move out, the pistons 238 and 240 of the piston valve move in the direction of the arrow 246 and thus complete a-fluid passageway from pump 2|8 through 260, 214, 280, 258, to the left end of the follow-up cylinder 224, whereupon the fluid forces the follow-up piston 232 in the pitch increasing direction 0f the arrow 246 until it brings the passageways 218 and 280 under the pistons 23B and 240 to again shut oif fluid ow.

In the meantime, however, the increased pitch has slowed up the propeller speed, which allows the spring 248 to move the pistons 238 and 240 of the piston valve far enough to the left to open a passageway from pump 2|8 through 260, 214, 218, 256, to the right end of the follow-up cylinder 224, whereupon the fluid forces the followup piston 232 back to the midway position in cylinder 224, whereby equilibrium is restored. and no further pitch change is effected.

It is noted that, with a simple governing mechanism, as shown in Figs. 1 to 4, when the governor weights move from the midway position to' disturb equilibrium between the two belt pulleys, this equilibrium cannot be completely restored to stop pitch change unless and until the weights come back to the midway position. The fly ball force decreases as the equilibrium position is approached. Although largecorrections for off-speed are made practically instantaneously, the final approach takes several seconds because the rate of pitch change approaches zero as the equilibrium speed is reached.

In order to provide a constant force for varying the belt track diameters, it is desirable in Ilarge propellers and also in small ones where speed in returning to the equilibrium position and extreme sensitivity are desired, that servo mechanism means be provided for varying the belt track diameters in response to a signal from the governing mechanism.

In the governing systems shown in Fig. 5, therefore, the governor senses the off-speed condition, the servo mechanism responds to the governor by disturbing the equilibrium ofthe pulley mechanism to correct the off-speed condition by changing the pitch, and the follow-up mechanism restores the equilibrium of the pulley mechanism and completely stabilizes the pitch without waiting for the governor to assume the opposite sense and reverse the follow-up motor to restore pulley equilibrium.

In Fig. 8 hydraulic servo means are shown to provide a constant force for varying the belt track diameter in response to a signal furnished by the governor while maintaining the same relative displacement. In this instance the pulley mechanism reaches equilibrium at the same time as the governor iiy balls.

Having thus described my invention, I claim:

1. For a propeller having a hub with laterally extending blades rotatable about their radial axes on bearings carried by said hub, pitch change mechanism comprising, in combination, a housing, means to hold said housing against rotation, two diametrically opposite countershafts rotatably supported in said housing with their rotational axes parallel to each other and to the hub rotational axis, a gear fast on the propeller hub, a gear fast on one countershaft in mesh with the propeller hub gear, a gear fast on the other countershaft, a speed-reducing gear trainconnecting the second said countershaft gear to the propeller blades for rotating said blades on their radial axes, two V belt-pulleys, one on each countershaft, split on a plane normal to their rotational axes, one part of each pulley being xed on its countershaft and the other part splinedly mounted thereon for axial movement with respect to the nxed part, centrifugal weights hingedly carried on said hub operative to swing outward upon a rise in speed to shift the movable part of the pulley on the hub-driven countershaft away from its fixed part, and the movable part of the pulley on the blade driving countershaft toward its fixed part, a spring opposing said axial movement of said axially movable pulley parts, a V belt drivably encircling said pulleys, and a pair of idler pulleys positioned to hold said belt out of contact with said propeller hub.

2. For a propeller having a hub withlaterally extending blades rotatable about their radial axes on bearings carried by said hub, pitch change mechanism comprising, in combination, a housing, means to hold said'housing against rotation, two countershafts rotatably supported in said housing with their rotational axes parallel to each other and to the hub rotational axis, a gear fast on the propeller hub, a gear fast on one countershaft in mesh with the propeller hub gear, a gear faston the other countershaft, a speed-reducing gear train connecting the second said countershaft gear to the propeller blades for rotating said blades on their radial axes, two V belt-pulleys, one on each countershaft, split on a plane normal to their respective rotational axes, one part of each pulley being fixed on its countershaft and the other part splinedly mounted thereon vfor axial movement with respect to the fixed part, centrifugal weights hingedly carried on said hub operativeto swing outward upon a rise in speed to shift the movable part of the pulley on the hub driven countershaft away from its fixed part, and the movable part of the pulley on the blade driving counter shaft toward its fixed part, a spring opposing said axial movement of said axially movable pulley parts, and a V belt drivable encircling the pulleys.

3. For a propeller having a hub with laterally extending blades rotatable about their radial axes on bearings carried by said hub, pitch change mechanism comprising, in combination -a housing, means to hold said housing against rotation, two countershafts rotatably supported-in said housing with their rotational axes parallel to each other and to the hub rotational axis. a. gear fast on the propeller hub, a geargfast on one countershaft in mesh with the'propeller hub gear, a gear fast on the other countershaft, a speed-reducing gear train connecting the second said countershaft gear to' thepropeller blades for rotating said blades on their radial axes, two V belt-pulleys, one on each countershaft split on a plane normal to the countershaft rotational axes, one part of each pulley being fixed on its countershaft and the other part splinedly mountially movable pulley parts, and a V belt drivably encircling said pulleys.

4. For a propeller having a hub with laterally extending blades rotatable about their radial axes on bearings carried by said hub, pitch change mechanism comprising, in combination, a frame, means to hold said frame against rotation. two countershafts rotatably supported in said frame,

. a gear fasty on the' propeller hub, a gear fast on one countershaft in mesh with the propeller hub gear, a gear fast on the other countershaft, gearing connecting the second said countershaft gear to the propeller blades for rotating said blades on their radial axes, two V belt-pulleys, one on each countershaft each split on a plane normal to the countershaft-l rotational axis, one part of each pulley being xed on its countershaft and the other part splinedly mounted thereon for axial movement with respect to the xed part, centrifugal weights hingedly carried on said hub operative to swing outward upon a rise in speed to shift the movable part on one pulley away 'from its xed part, and the movable part of the hub, the improved pitch change mechanism whichv comprises, in combination, a frame, means to hold said frame against rotation, two countershaftsv with rotational axes spaced apart from the hub rotational axis rotatably supported on bearings in said frame, rotation transmitting `means connecting the propeller shaft to one said countershaft, rotation transmitting means connecting the other said countershaft to the propeller blades for rotating said blades on their radial axes, two V belt-pulleys, one, on each countershaft each pulley split on a plane normal to the countershaft rotational axis, one part of each pulley being ilxed on its countershaft and the other part splinedly mounted thereon for axial movement with respect to the ilxed part, centrifugal weights hingedly carried on said huboperative to swing outward upon a rise in speed to shift the movable part of one pulley away from its xed part. and the movable `part of the other pulley toward its xed part, a spring opposing said axial movement of said axially movable pulley parts, and a V belt drivably encircling said pulleys.

6. For a propeller having a propeller shaft and a hub with laterally extending blades rotatable about their radial axes on bearings carried by said hub, the limproved pitch change mechanism which comprises, in combination, a frame, means to hold said frame against rotation. two countershafts each having their rotational axis axially spaced apart from the hub rotational axis rotatably supported on bearings in said frame. rotation transmitting means drivably connecting the propeller shaft to one countershaft, rotation l transmitting means drivably connecting the other countershaft to the propeller blades for rotating eter of their belt tracks. centrifugal 'weights hingedly carried on said hub operative to swing outward upon a rise in speed to operate the mechanism to increase the diameter of the belt track on one belt-pulley and decrease the -diameter of the belt track on the other belt-pulley, a spring opposing outward movement of said centrifugal weights, and a belt drivably encircling said pulleys.

7. For a propeller having a shaft and a hub with laterally extending blades rotatable about their radial axes on bearings carried by said hub, the improved pitch change mechanism which comprises, in combination, a frame, means to hold said frame against rotation, two countershafts having rotational axes spaced apart from the hub rotational axis and from each other the belt track of the other belt-pulley, and a belt drivably encircling said belt-pulleys.

8. For a propeller having a shaft and a hub with :laterally extending blades rotatable about their radial axes on bearings carried by said hub,

`the improved pitch change mechanism which comprises, in combination, a frame, means to hold said frame against rotation, two countershafts ,rotatably supported on bearings in said frame, the rotational axes of said countershafts and said hub being spaced apart and parallel, rotation transmitting means drivably connecting the propeller shaft to one countershait, rotation transmitting means drivably connecting the other countershait to the propeller blades for rotating said blades on their radial axes, two beit-pulleys, one on each countershaft, a belt drivably encircling the two said belt-pulleys, and speed responsive means associated with said belt-pulleys and said propeller hub operative upon a change in propeller speed to make the belt track of one of the belt-pulleys larger and that of the other beltpulley smaller.

9. For a propeller having a shaft and a hub with laterally extending lbearing means, and blades rotatable about their radial axes on said bearing means, an improved pitch change mechanism which comprises, in combination, two countershafts with rotational axes parallelly spaced apart from each other and from the hub rotational axis, means drivably connecting one countershaft to the propeller shaft, means drivably connecting the other countershaft to the propeller blades for rotating said blades about their radial axes, a pulley on each countershaft, a belt drivably encircling said pulleys, and means to vary the belt track diameter of at least one of saidpulleys.

l0. For' a propeller having a hub with a laterally extending bearingmeans and blades rotatable about their radial axes on said bearing means, pitch change mechanism comprising, in combination, two countershafts, the countershafts and the hub having parallel spaced apart rotational axes, means drivably connecting said hub to one of the countershafts, means drivably connecting the other countershaft to the propeller blades for rotating said blades about their radial axes, a variable'speed drive connecting said countershaits one to the other, said variable speed drive having a normal ratio whereby no pitch change iseiected but adapted to be shifted for a higher or lower ratio for effecting pitch change, a governor, normally in a neutral position but sensitive to an off speed condition of the propeller to move away from the neutral position, a servo mechanism having servo means responsive to the movement of said governor from its neutral position to change the ratio of the variable speed drive from a normal to an abnormal ratio for effecting pitch correction, and a follow-up mechanism responsive to the movement of said servo means to the abnormal ratio position of the variable speed drive for substantially restoring said abnormal ratio to normal.

11. For a propeller having a hub with a laterally extending bearing means and blades rotatable about their radial axes on said bearing means; pitch change mechanismmomprising, in combination, two countershafts with parallel rotational axes spacedapart from each other and from the hub rotational axis, means drivably connecting said hub-to one of the countershafts, means drivably connecting the other countershaft to the propeller blades for rotating said blades about their radial axes, a variable speed drive connecting said countershafts one to the other, said varishifted for a higher yor lower ratio for eiecting pitch change, a governor, normally in a neutral position but sensitive to an off speed" condition oi the propeller to move away from the neutral position, a servo mechanism normally inactive but having servo means responsive to the movement of said governor fromfits neutral position to move to a changed position to thereby change the ratio ofthe variable speed drive from the normal to an abnormal ratio for effecting pitch correction, andaI follow-up mechanism responsive to the movement of said servo means to the abnormal ratio position of the servo mechanism for restoring said abnormal ratio substantially`to normal.

12. For a propeller having a hub with a laterally extending bearing means and blades rotatable about their radial axes on said lbearing means, pitch change mechanism comprising, in combination, two countershafts spaced apart from the hub and from each other, the rotational axes of the hub and countershafts being parallel one with the other, means drivably connecting said hub to one of the countershafts, means drivably connecting the other countershaft to the propeller blades for rotating said blades about their radial axes, a variable speed drive .connecting said countershafts one to the'other, said variable speed drive having a normal ratio whereby no pitch change is effected but adapted to be shifted for a higher or lower ratio for effecting 14 drivev for restoring said abnormal tially to normal.

14. For a propeller having a hub with a laterally extending bearing'means and blades rotatable about their radial axes on said bearing means, pitch change mechanism comprising, in combination, two countershafts having their rotational axes spaced apart and parallel and spaced from and parallel tothe hub axis, means drivably connecting said hub to one of the countershafts, means drivably connecting the other countershaft to the propeller blades for rotating said blades abouttheir radial axes, a variable speed drive connecting said countershafts one to the other, said variable speed drive having a normal ratio whereby no pitch change is effected but 'adapted to be shifted for a higher or lower ratio substanratio for eiecting pitch change, a yball gov- 0 rst said valve member to close the valve and pitch change, .a governor, normally in a neutral position but sensitive to an ofl' speed condition of the propeller to move away from the neutral position, a servo mechanism having servo 4 means normally in a, neutral position but adapted upon movement of said governor/from its neutral ,r

position to be moved to a newA position' thereby,` to change the ratio of the variable speed. drive Vfrom the normal to an abnormal position forv ably connecting said hub to one of the'countershafts, means drivably connecting the other couny tershaft to the propeller blades for rotating said blades about their radial axes, a variable speed drive connecting said countershafts one to thel other, said variable speed drive having a normal ratio whereby. no pitch change is effected but adapted to be shifted fora higher or lower ratio for effecting pitch change, a governor operated electric switch, normally open but sensitive to an off speed condition of the propeller to be closed, an electric servo mechanism having servo means responsive to the closing of said switch to change the ratio of the variable speed drive from a normal to an abnormal ratio for effecting pitch correction, and an electric follow-upmechanism responsive to the movement of said servo means tc the abnormal ratio position of the variable speed thereby limit the rate'of pitch change to a certain amount.

15. In a variable pitch propeller having a pitch .changing mechanism normally in a neutral posis tion but shiftable in one or the other direction for increasing or decreasing the pitch, means for operating the pitch changing mechanism which comprises a. differential gear having two driving elements and a driven element, a reversibleservoo motor on one driving element,a reversible lfollowup motor on the other driving element, shifting means on the driven element operative by rotation of the servomotor to shift the pitch changing mechanism, a centrifugal governor, an electric tive upon movement of said shifting means in one or the other direction to 'rotate said follow-up motor backward or forward, said electric switches being so connected to their respective motors that whenA the rst switch causes the servomotor -to rmove the shifting means in one direction until the second reversing switch operates, the second reversing switch causes the follow-up motor to rotate in a direction which returns the shifting.r means to substantially the neutral position.

16. In a variable pitch propeller mechanism including blades individually pivotally mounted on radial axes in a propeller hub, pitch change mechanism including a gear freely rotatably, mounted on the propeller hub for changing the pitch of the propeller blades, and means for increasing or decreasing the speed of rotation of ,f

15 arranged so that as the diameter of one pulley is increased the diameter of the other pulley is simultaneously decreased, control means for controlling the respective pulley diameters, servomechanism operatively connected to said control means to actuate the same, and speed responsive means operated in response to the speed of rotation of the propeller for controlling said servo mechanism.

17. In a variable pitch propeller mechanism including blades individually pivotally mounted on radial axes in a lpropellerhub, pitch change mechanism including a gear freely rotatably mounted on the propeller hub for changing the pitch of the propeller blades, and means for increasing 01' decreasing the speed of rotation of vsaid gear relative to said hub to cause an increase or decrease in pitch of the propeller blades respectively, said means including a pair of countershafts having rotational axes parallelly spaced from and in the same plane as the hub axis but on opposite sides thereof, one driven about its own axis by the propeller hub and the other drivingly connected to said gear, a variable ratio puiley drive interconnecting said axially spaced countershafts,4 said variable ratio pulley drive being constructed and arranged so that as the diameter of one pulley is increased the diameter of the other pulley is simultaneously decreased, and speed responsive means operated in response to the speed of rotation of the propeller for controlling the respective pulley diameters,

18. In a variable pitch propeller mechanism including blades individually pivotally mounted in a propeller hub for rotation about their radial axes, pitch change mechanism including a gear freely rotatably mounted on the propeller hub for changing the pitch of the propeller blades, and means for increasing or decreasing the speed of rotation of said gear relative to said hub to cause an increase or decrease in pitch of the propeller blades respectively, and means including a pair of countershaits having their rotational axes parallelly spaced from the hub rotational axis and from each other, one driven about its own axis by the propeller hub and the other drivingly connected to said gear, a variable ratio pulley drive interconnecting said countershafts. said variable ratio pulley drive being constructed and arranged so that as the diameter of one pulley is increased the diameter of the other pulley is simultaneously decreased, and speed responsive means consisting of fiyballs operatively connected to control the respective pulley diameters to maintain an arbitrary constant speed.

HOWARD M. MCCOY.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS France Jan. 24, 1935 

